Draft-rigging for cars.



No. 837,754. PATENTED DEC. 4, 1906. J. J. TATUM & A. P. PRENDERGAST.

DRAFT RIGGING FOR CARS.

APPLIOATION FILED LP/11,26, 1906.

' 2 SHEETS-SHEET 1.

' PATENTED DEG. 4, 1906.' J. J. TATUM & A. P. PRENDERGAST.

DRAFT RIGGING POB. GARS. APPLIoATIoN FILED APn.2e,19oe.

2 SHEETS-SHEET 2.

nNrrnn s'rArEs PATnNgroFrron.

JoHN J. TATUM- AND A Lois P. PaENbERGAsT, or BAL'riMoRn" MARYLAND. i' bRFT-IYRIGGI'NG. Fon CARS.

` Application filed April 26,

Specification of Letters Patent.

Patented Dec. 4, 1906.

1906. serial No. 313.862.

. To all wher-rif it may concern:

other employees.

one damaged or in bodies a slip fit over road without necessitatlng Be it lmown that we, JOHN J. TATUM' and ALoIs P. PRENDERGA'ST, of Baltimore, Maryland, haare invented a new and useful Improvement Draft-Riggiiigfor Cars, which improvement is fully set forth in the followingrspecication.

hls invention relates to draft-riggingfor railway-cars. I

It is the experience of all railroad men that occasiona breaking of the vconnection between the draw-bar and the yoke is un'-l avoidable. Such breakage or injury occurs most frequently 'in freight-cars, where, by reason of lengltlh 'and weight of trains, the strains upon t 's connection are more severe than in passenger-trains. When such breaka es occur', it is incumbent upon and expecte of the train-handsfand other employees 'alon the line of the road that they shall y make necessary repairs or replace the amaged parts and avoid or minimize delays" `to the train.

uic

It is the object of the present invention to provide a yoke and'draw-bar connection of maximum strength and durability and which ma in case o'r reakage be quickly and expe 'tiously replaced at defective coupler.

the 'coupler draw-bar instead of the riveted asteningx now iii general use, which-latter requiress op Jfacilities to make application oi a yoke' to the draw-bar of a coupler. Owing. to Athe quick and simplemethd of connecting the\yoke to the draw-bar, these improved yokes can be cai"- yoke-arms,

i age is greatl '5o the yoke,

andv impact stresses z ried on-the train for emergencyuse in case of damage or accident. Furthermore, in our improved design of connection all the pulling re concentrated on the shoulders of radial er curvedbosses on the and henceA the-liability of breakfif not entirely, eliminated from t efcnnecting-pin being entirely vrelieved from pulling and shock stresses.

. The improvements constituting our invention may be best explained in connection with-,the accompanylng drawin s, illustratwhereins ig'ures 1 and 2 areviews in horizontal and transverse section, respectively, showin one embodiment of our invention. Fi 3 s ows inperspective the draw-bar and yo e of Figs. 1 and 2. .Fi 4 is a view, partly in horizontal section,- s owing another embodiment of the invention. Fig. 5 is a vertical section on line 5 5, Fi 4. Fi 6' shows in pers ective the endof t ye drawar and the end ci) one oi' and -5.

Referring rst to l'l 1 are draft-beams forming part of theramework of acar, and 12 is the transverse sillbeam fastened to beams 10 and 11 at the end of the car.

13 is' a coupler-head of ordinary construction at the outer end of draw-bar 14, which latter extends under the car beneath the sillbeam 12 and above a cross-bar .15, upon which said draw-bar rests and moves transversely.

As shown in Fig. 1, there is a clearance 23 (which in actual practice is preferablyabout two and one-half inches) on each side of the draw-bar when in the position shown in Fig. 1. 16 is the yoke, the arms of which are joined at their Jfree ends to the draw-bar in 4the manner about to be explained. A follower-plate 17 lextends through the end of this yoke contiguous to the end of the drawbar, said plate in its ynormal position (shown in IFig. 1) resting against the shoulderslS 1S of draft irons or castings 19 19, said castings being respectively bolted to the draft-beams 10 and 11. A followerlate 20 extends through the other end of t 1e yoke 16 and at its opposite ends bears against shoulders 21 21 on castings 19 19, respectively. A coiled draft-spring 22 presses at its opposite ends against the follower-plates 17 and 20 and holds said plates against their respective ,shoulders in the position shown in Fig. 1. When a pulling force is applied to the draw- ,bar-as,`for example, in starting the carthe yoke 16 pulls follower-plate 20 away from its shoulders'21 21, compressing draftspring 2,2 against follower-plate 17, thereby gradually starting the car t rough the yielding connection afforded by the draft-spring.

In stopping the car the inner end of the plained hereinafter) bears againstrfollowerlate 17 and carrying the latter away from its shoulders 18 18 compresses spring 22 against follower-pirate 20, thus gradually i stopping the car t the yoke-arms, such as illustrated in Figs. 4

Figs. i'g, and 3, .10 and IOS draw-bar 14 (which is curved for reasons ex- IIO ough the yielding oon,- y,

forming these shoulders yshovvn in Figs. 1

.rection in which power is applied in starting and pulling the car.

The connection between the yoke 16 and drawbar 14 constitutes vthe present invention. At its extremity beneath the car the I draw-bar 14 is enlarged, forming on its u er and lower faces concavely-curved shoulIdIi-ilrs 25 26, respectively, each vpreferably extending completely across the faceof the drawar. These shoulders are-curved on an arc the center of which is in the axis of an open ing 27 through the draw-bar. Said -shoul ders are referably slightly undercut, as most clear shown in Fig. 2.` The materialy is integral with that l `forming the draw-bar or irmlywelded thereto,so as to form-practically an integral structure.

The yoke 16, including its arms 28 and 29, is preferably made of a single piece of Wroughtiron bent to the proper .formVas -shown in the Figs. 1 -3. At their extremities the arms 28 Aand 29 are thickened to form inwardly-projecting convexly-curvedshoulders 30 31 on said arms, respectively. Said shoull ders are curved on an'arc the center of which is in an axis common to openings 32 32 yoke-firms interesser withopening 27', per- Vders, 3l1and 31 -on the latter whereupon a 'ders 25 26 of the through the thickened ends of the arms, and the shoulders are referably slightly undercut, asv clearly il ustrated. The material l forming shoulders 30 and 31 is integral with that forming, the'arms 28 and 29 or firmly welded theretoso as to form practically an integral-structure.

The end'of thedraw-bar may engaged between thearmsof the -yoke by what may betermed a slip fit -i. e., the parts should be so proportioned that when the ends of the yoke-arms-and'theend of the draw-bar are sufficiently l overlapped -a lateral movement will bring the-thicker extremity of the/draw'- bar betweenithe Vyoke-arms insidefof shoulrelative endWi-sezmovementof Athe parts will bring the undercut concavelywurved vshoul- 'draw-'bar into engagement shoulders 30 and 31,

with convexlyv-curved i openings 32,32-of the respectively, yand-"the mittigithe illeertilonl of a pin :S3-through said ope nings.\ Itwill thus be appamntthatwth a minimum number aof parts 'to be handledand carried onatrainorfplaced at outlying l This turning stations in case of breakage or. other injury toa yoke or coupler while a train-is en routea new yoke or coupler maybe put in place by a1* simple slip fit. easily accomplished by one or more trainhands or others, no mechanical skill whateverbeing required, particularly asno special bending, spreading, or fittingof the yoke is necessary. The shoulders on the yoke and draw-bar are curved on equal radii-and undercut on equal angles, affording extended contacting shoulder-surfaces adapted toslide over each other to permit turning of vthe draw-bar about the axis of openings 27 32 32 O when a train passes .a curve in the track. of the draw-bar is permitted by the clearances 23 23. Severe and damaging lateral strains experienced in the use of rigid connections between draw-bars and .yokes are thus avoided, and there are no pins or rivets which receive any part of the draft strains. The endof. the draw-bar bearingv against follower-plate 17 is preferably curved on an arc, asshown in dotted lines, Fig. I

1, the center of which is in the axis of opening 27. Hence turning of the draw-bar does notmove plate 17. The pin 33 is intended merely'to connect the parts-together,

it being the function of the shoulders to re ceive and resist all the draft strains. The disposition and formation of these shoulders by thickening the ends of .the yoke-arms gives them great strengthl and vpracticallyY eliminates all liability of weakening by wear. By locating the openings 32 32 beyond the shoulders 30 3l the presence of sai openings does not weaken the yokearms at points Where strains are imposed thereon. The undercutting of shoulders 25,

I 26, 30, and 31 prevents possible spreading of I p.

the yoke-arms 28 and 29 when pulling power is applied through the draW-barand may entirely relievel pin 33 and its key of any strain in holding these arms ,the proper distance apart. In fact, the inclination of these shoulders tends to draw. the yoke-arms together rather than permit them to spread.

Other advantages of the improved connection will be apparent and need not be here detailed.

In Figs. 4 6 embodiment of vwe have illustrated another draw-'bar 'and the invention applied to the type of draft-rigging commonly known as a Itandem draft-gear,whichis used on both passenger-coaches and freight-cars. It is structurally similar .to and possesses --substantially the ame advantages Vas the emrbodiment of the invention already explained.

We willparticularly explain thefpoints of difference over the structure of Figs'. 1-3. 40. 41 are the draftbeams,`to which draft-irons 42 and 43 are secured, respectively. 44 is-the 1 Ey)fol e'l1av.ing arms 45 and 46, between which is bolted. Aspring 48 between follower-plates 49 and 50 normally 'presses the plate 49 against shoulders 51 51 of the draft-irons and plate 50 against shoulders 52 52 ,of said irons. Likewise a spring 53 between follower-plates 54 'and 55 normally presses plate 54 against shouldersk 75 75 of the draft-irons and plate 55 against shoulders 56 56 of said irons. The draw-bar 57, connected to the yoke between the ends ofthe ward the follower-plate 55, compressingV press and likewise .bridge-piece 47 moves followerlower-plate 50.

' yoke vincludes convexlycurved undercut spring 53 against follower-plate 54, which latter remains seated against its shoulders 75 7 5'. In thus starting .the car through the `yielding connection afforded by the springs the entire pulling force .is transmitted through the connection between the yoke and draw-bar. In stopping the car the inner end of the draw-bar bearing directly against follower-plate'54 moves the latter to comthe spring 53 -against follower-plate 5,5,

plate 49 to compress spring'48 against fol- It will therefore be seen that only one-half of the powerexerted in stopping the car is applied through the con-- draw-bar and yoke,V

nection between the though this is apoint of .no special signiiicanoe to the *embodiment of the invention now being'explained,

The connection lbetween the draw-'bar and shoulders 61 62 on the yoke-arms engaging concavely-curved undercut shoulders 63 64 on the draw-bar, va pin'60 passing through the draw-bar and yoke in the axis of said shoulders, all of the parts being arranged and .A 'operating in substantially the as the corresponding parts in same manner Figs. A13. On faces `between the shoulders 63 64 and its inner end the draw-bar is 4"provided with convxly-curved shoulders65 66, facing in a direction op ositeV that in which shoulders 63 64 face.

vature of shoulders 65 66 are concentricto tliosefof' shoulders 63 and 64, respectively,

' therelative-positioningof these four shoulders forming two wide vcurved ribs extending across the `upper and lower faces, respectively, of athe end of the 'draw bar. "Yokearm 45 has .on curved shoulder 67, corresponding to "the shape of and coperating with shoulder 65 l d l n arms and having acrossfoppositefacesthere- :o f curved-ribs engaging ,l

on the dravsf-har.-y Yoke-arm 46 has a similar shoulder 68,-coperating with 'shoulder 66 icalexpressions.

he arcsllof cur-M its inner face a conca'velyof the draw-bar. The relative positioning of the shoulders on the yoke-arms forms across the inner faces of said arms at their thickened ends'curvcd grooves, in which the approximately counterpart ribs on the draw-bar may be readily engaged by a slip fit and will freely move when the draw-bar turns on the arc-'shaped shoulders as the train passes a curve in the track. In starting or pulling the car the strain is sustained by shoulders 63 and 64 bearing against shoulders 61 and 62. In stopping, the shoulders 65, 66, 67,

and 68 sustain practically only thatportion of the strain which-presses bridge-piece 47 against follower-plate`49 and, through the latter and the spring 48, resisting forward movement of the car, the remainder o f the strain being substantially all. taken up by the draw-bar 57 actingagainst plate 54. Shoulders 65, 66, 67, and 68 may also be suitably undercut, if desired;

While we have herein shown and described the preferred embodiments of the invention, e

it is manifestily susceptible of other mechan- What isclaimed is-- 1.- In a draft-rigging for cars, the combination with a yoke having a lcurved groove across the inner face of each of its arms near the end thereof forming on each arm two oppositely-facing) curvedshoulders, of a drawar engaging etween the ends of the yokearms and having across opposite faces therethe grooves in the roo` of curved ribs engaging yoke-arms respectively,

each of said ribs lforming two oppositelydisposed curved to coperate with theV shoulders adapted curved shoulders formed by the groove of the correspondin yoke-arm, of said curve shoulders passing through the ends ofthe yoke-arms.

the common axis .2. In a draft-rigging for cars, the combina- :tion with a; yoke having a curved groove 'across the inner face of each of its arms near the end thereof forming on each arm two opgositely-facingJ curved shoulders, of a drawar engaging etween the ends of the yokearms and having across opposite faces thereof curved ribs engaging the groovesl inthe yoke-arms respectively, each of said ribs IIO forming two Voppositelydisposed curved shoulders 1 adapted to coperate with the curved shoulders formed by the groove ofthe corres shoul ers being curved on substantially equal radii of a common-axis winch-@passes throu h the ends of the yoke-arms.4 i'

3. In a draft-rigging for cars,ithe combination with afyoke having a curved groove l across theinner f ac'e of each of its arms near Ithe end ,thereof forming on each arm two oposit'ely-facing) curved shoulders, ofa 'draw- `har engaging etween the 'endsmof e the yokee grooves. in the onding yoke arm, said. coperating yoke-arms respectively"each: ofsaid'rfhrihsi tion with a metaL-yoke having forming two oppositelydisposedi curved- ,shouldersadaptedfto. coperate with the by the grooves of I the ends of the yoke-arms and having on'- oppositej faces outwardly-projecting shoulders .engaging Vthe inwardly-projecting shoulders on the' yoke-armsrespectively, the shoulders on one part being convexly curved'I and those on the-other part being eoncavely curved, the axis of said curves passing through the thickened ends of the arms, the yoke and draw-bar beingadapted to be brought into proper operative relation without increasing the normali operative distance between the yoke-arms. 5 In a draft-rigr gingfor cans, the combination'with a meta yoke having aninwardlyprojecting undercut shoulder onk each ofits arms near the end thereof, said shoulders besecured throughout their length to said 1n y folie of adraw-bar en afrin at its rear end draft strains.

between the ends of the yoke-arms and havundercut shoulders engaging the inwardlyprojecting shoulders spectively, the shoulderson one part being convexly curyed andthose. on the other part being concavely curved, the axis of said curves passing through the thickened ends of the arms, a pin passing arms and draw-bar ini line ofgsaid common. axis, the yoke'and draw-.bar being adaptedto be brought into proper operative relation without increasing the normal' operative-distance between the yoke-arms.

v6. Ina draft-rigging for cars, the combination of ardraW-bar and a yoke whose armsenibracethe endi ofthe draw-bar, said= draw-bar and the arms of said yoke having engaging arc-shaped' integral draft-shoulderswl1ich alone receive alliV draft strains betweenthe dra -bar and yoke, and: av pin passing verti` cally through said yoke-arms and draw-bar in the axis of saidi shoulders andy free from 7. 'In a draft-ligging for cars, the combinaand' drawan ling en opposite faces outwardly-'projecting through the yokel in the axis of allfof tionl of. adraw-'bar having integral arc-.shaped shapedf draft-shoulder thereona 1n; engag'ement with one ofthe sai` draw-bar, the shoulderson.: the draw-bar and yoke-armsreceiving alli the draft strainsfbetween the said bar-and; yoke, andavertical pinin the common axis of free fromdraft strains.

8. In a draft-rigging for'cars, the combinationofa draw-bar having ons each of itsfupper and lower faces a pair of: arc-shaped o positely-faeingl shoulders, with av yoke eaclfi of whosel arms-has on. its inner face oppositely-- facingv arc-shapedi lshoulders in` engagement Withthe corresponding shoulders on the said. shoulders-and.

shoulders on the draw-bar, the' shoulders on the draw-bar and the yoke-arms-receiwing allthe draft andbuf fer strains between the saidf bar-and? yoke, and j i a vertical pinin the common axis of all of said shoulders, which pin is freev from all draft andi buier strains.

tween the said: bar andi yoke, a-nd all of saidv In a draft-rigging for cars, the combina- \into of a draw-bar having on its upper and shoulders having a= common axis located at a point between the arms and the ends-of saidarrns, and avertical pin inthe common axis of said shoulders and free from draft strains.

shoulders on the yokevsis 10. ln a draft-riggingfor cars, the con1bina. y

'tion of a draw-bar having on each of its upper and lower faces a draft-shoulder and a buflingshoulder and a yoke w'hose arms embrace the end. of the draw-'bai each of said arms on its interior face oppositely-facing draft and bufiing; shoulders, all of said draw-bar and the yoke having a common axis, and the ldraft-shoulders on the draw-bar and yoke respectively receiving all the draft strains and. the buffer-shoulders on said parts receiving all the bufling strains between the draw-bar and yoke, and a pin passing verticallyT through said yoke-arms and draw-bar said" shoulders and free from draft and bufling strains.

In testimony whereof we have signed this speeificationin the presence of two subscribing witnesses. K

JOHN J. TATUM. ALOIS P. PRE'NDERGAST. '-itnesses D. ARDIN CAnmoK, GEO. W. CARRICK.

having i IOO 

